Internal-combustion engine.



J. G. PEAOHE & M. H. ROBINSON- INTERNAL COMBUSTION ENGINE.

APPLICATION 31mm JAN. 18, 1908.

921,649. Patented May 11, 1909.

SHEETS-SHEET l.

J. O. 'PEAOHE & M. H. ROBINSON.

INTERNAL COMBUSTION ENGINE.

- APPLICATION FILED JAN. 12, 1908.

921,649. V Pa.tented May 11, 1909.

2 SHEETS-SHEET 2.

; hQZflSS'S; V nrenforei' working cy UNITED STATES JAMES COURTHOPE PEACHE AND MARK HEATON ROBINSON, OF RUGBY, ENGLAND PATENT OFFICE.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

' Patented ma 11, 1909.

Application filed January 18, 1908. Serial No. 411,501.

T 0 all whom it may concern:

-Be it known that we, JAMEs Counrrnorn PEAGHE and MARK HEA'roN RoBINsoN, engineers, subjects of the King of Great Britain, both residing at Victoria VV'orks, Rugby, England, have invented new and useful Improvements in Internal-Combustion 'E'ngines, of which the following is a' specifi cation. This invention relates to internal combustion engines working on the two-cycle system, 'i. e. a working stroke in which the gases are exhausted by means of ports formed in the sides of the cylinder and uncovered by the piston toward the end of its stroke and. in-

which a su ply of scavenging air com letes the expulslon of theexhaust gases uring the period that these'exhaust' orts'are uncovered and that fills the cylinder with a charge of air. For obtaining the scavenging charge of air we as heretofore provide an annular air ump at the forward end of each finder but according to this invention we provide a mechanically operated valve for controlling the admission of air to and its delivery from' each air-pump. The

' air discharged from each air pump we pass into a receiver which is in connection with the rear end of each working cylinder through a non-return valve. Ve also make provision for putting the inlet to each mechanically operated valve either in communication with the atmosphere for normal working or with a reservoir of compressed air for starting.

To allow of the engine being reversed we give motion to the above mentioned mechanically operated valve from a shaft, driven from the crank shaft by an intermediate shaft through gearing such that-by shifting the gear wheels on the intermediate shaft endwise the valve operating'shaft is turned through an angle of 180 relatively to the crank shaft. This intermediate shaft we also employ for giving motion to a shaft by which mechanism for injecting fuel at the proper time into the rear end of each working cylinder is operated and we make-provision for giving a partial turn. to this shaft when the intermediate shaft is shifted endwise so a that the injection of fuel may take place at I Y multiple cylinder internal combustion engine which works a piston b which at its outer end has an enlargement 0 formed upon it to work in a corresponding enlargement d of the outer end of the cylinder a.

e is a connecting rod connecting the pistons b and c with a crank on the main crank-- g is coupled by a connecting rod 7c to a crank on a shaft lwhich as shown in Fig. 3 is driven by helical tooth Wheel gearing from an intermediate shaft m which is itself drlven from the main crank shaft f by similar gearing.

This shaft Z extends from end .to end of the engine and all the valves 9 are operated from it.

n is a non-return Valve past which air ceiver is greater than in the working cylinder or the valve may be operated mechanically from some moving part of the engine.

m* is ap'assage-connecting all the air receivers to one another so that together they form one common air receiver.

0 is a fuel injecting mechanism for injecting fuel into the working cylinder. Any suitable mechanism for injecting fuel alone or fuel admixed with air may be used. In the arrangement shown the plunger of the injecting mechanism'is operated by levers 11 coupled as shown in Fig. 2 to links 9 rocked by a connecting rod 1' to which an endwise motion isgiven by a crank on a shaft 8 which by bevel wheel gear is driven from the intermediate shaft m. i

t is a lever by which the helically toothed gear wheels on the shaft m can be moved endwise along this shaft for reversing the engine. By this endwise motion a partial turn, say .a quarter turn, may be given to the intermediate 'shaft m and a consequent is given to the valve shaft 1.

quarter turn to the shaft S'WllllG a half turn Or by otherwise proportioning the helical wheelsany other desired amount of angular movement may be given to the fuel shaft 8 in conjunction with the 180 angular movement of the scavenging shaft Z.

- u is an air pump driven by a crank on the main shaft f servmg to compress air into a compressed air receiver v.

From the receiver a pipe w extends to a port formed through t e fixed casing of a valve or cock as, the plug of which is a tube y which extends along the center of the air supply passage i. The tube 1 has rojections z extending from it which t passage/i. When a partial turn is given to the tube y vby the starting lever 31* and the projections 2 upon it are brought into position to shut off outer air fromthe air inlet to the casing of the valves 9, air can ass from the compressed airre ceiver into tiie tube 3 and through the hollow projections z to the valves g. When compressed air is thus su plied to the valves 9 the engine will e started by the compressed air acting against the annular pistons of the air scavenging cylinders and the exhaust from the scavenging cylinders will perform its .normal work I cylinders each having an annular air :pump

at its front end, a crank shaft driven from the pistons of these cylinders, an air receiver, a valve for controlling the admission of air to each air pum on the out-stroke of its. piston and its disc arge from the air pum into the air receiver on its in-stroke, a shaft riven from the crank shaft extended along the .row of cylinders, means for operating the air pump valves-from this shaft, passages from the air receiver to the rear. ends of all the working 0 linders, a non-return valve at'the end ofeac passage and means .forintroduc-' ing fuel into the rear end of each cylinder independently of the airdischarged into it from'the'receiver. V

'2. The combinationrof a working cylinder,

to t e interior of the air supply In thean annular air pump at its forward end, an

air receiver, a valve-for controlling. the .ad-

0nd source of compressed air so that the engine may be started by the compressed air acting against the air pump piston while the exhaust from the air pump performs its nor- (Ipal Work of scavenging the working cylin- 3. The combination of a working cylinder,

an annular air pump at its forward end, a crank shaft driven from the piston of the workingcylinder, an air receiver, a valve for controlling the admission of air to the air )ump on the out-stroke and its discharge from the air pump into the air receiver on the 'in-stroke, ashaft from which the valve is operated, an intermediate shaft lying in a plane at right angles to this valve operating shaft and the crank shaft, helical toothed wheel gearing coupling the intermediate shaft with the other two shafts, and rneans for shifting the helical toothed wheels on the intermediate shaft endwise to reverse the engine.

4. The combination of a working cylinder, 7

an annular air pump at its forward end, an air receiver, a valve or controlling the admission of air to the air ump on the outstroke and its dischar e fi om the air pum into the receiver on t rein-stroke, a cran shaft, a shaft from which the valve is operated, meansfor dri ing this shaft from the crank shaft, a second shaft driven from the crank shaft and means for delivering fuel to the rear end of the working cylinder operated byv this second shaft.

5. The combination of a working cylinder, an annular air pump at its (forward end a crank shaft connected with the piston of t 's cylinder, an air receiver, a valve for controlling" the admission of air to the air pump on the out-stroke and its discharge from'the air pump into the receiver on thexin-stroke, a shaft from which the valve is operated, an

intermediate shaft lying in a plane at right.

angles to the valve operating shaft and the crankshaft, helical toothed wheel earing .coupli'n the intermediate shaft with t e two other s afts, means vfor shifting the helical gear wheels on the intermediate shaft endwise to; reverse the engine a'second shaft driven-from the intermediate shaft, and meansfor delivering fuel. to therear end of the working'cylinder operated by this shaft.

'6; The combination; of a row .of working cylinders each having an annular air pump at its front end, a crank shaft driven from the pistons of these 0 linders, an air receiver, a valve for controlling the admission of air to each air pump on the out-stroke and its discharge from the air pump into the receiver on the in-stroke, a shaft extending along the reverse the engine, means for delivering fuel to the rear ends of the working cylinders, and a second shaft driven from-the intermediate shaft 0 erating the fuel supplying means.

7. T e combination of a row of working cylinders each having an annular air pump at its front end, a crank shaft driven from the pistons of these cylinders, an air receiver, a

. valve for controlhng the admission of air to each air pump on the out-stroke and its discharge from the air pump into the receiver on the in-stroke, a shaft extending along the row of cylinders, means for operating the valves of the several air pumps from this shaft, an intermediate shaft lying in a plane at'right angles to this shaft and to the crank shaft, helical toothed wheel gearing coupling the intermediate shaft with the other two shafts,

means for shifting the helical gear wheels on the intermediateshaft endwise to reverse the engine, means for delivering fuel to the rear ends of the working cylinders, a secondshaft driven from the intermediate shaft operating these means, a second source of compressed air and valves by which the air inlet valves to the several air pumps can be placed either in communication with the atmosphere or with this second source of compressed air.

JAMES COURTHOPE PEACI-IE'. MARK HEATON ROBINSON.

Witnesses H. D. JAMESON, F. L. RAND. 

